Wednesday, June 30, 2010

history, features, trivia and anecdotes of one of the great classics of sponsorship F1: the tobacco industry.

was in the late 60's when F1 cars began to incorporate advertising into their bodies, partly to cover rising budgets equipment. Most cars no longer have the classic color of the team to adopt the colors and logo of the sponsor. Perhaps this was the beginning of the F1 as pure business, beyond the purely technical and sporting values.

And the tobacco industry which took the lead in this new commercial stage. Thus, we remember the Lotus of the time sponsored by Gold Leaf and then by John Player Special (the famous black and gold cars from the era to era Senna Fittipaldi). Significantly, except for some seasonal Lotus JPS sponsorship kept for 15 years, which is no small thing. This shows the great commitment (or call it safe, long-term investment) Tobacco firms kept to the F1.

Other brands or international groups were incorporated into F1, providing large amounts of money and assuming the role of main sponsors, which resulted in long-term strategic alliances. Thus, Marlboro, after entering the hand F1 BRM McLaren immediately associated with (then, a team on the rise) in 1974. This pooling of interests is well known, gave rise to the famous cars painted in red and white, able to win several world championships until the end of their relationship in 1996.

But the American company reserved an ace up his sleeve. After entering timidly as sponsor of Ferrari, appeared only a small logo with the name of the pilot on the body - Marlboro succeeded in becoming one of the major sponsors of this team from the 90's. In fact, Ferrari has always been reluctant to include advertising on their cars and even more if it was snuff brands. Enzo Ferrari said that "their cars did not smoke, but after the death of the mythical founder opened those doors that seemed insurmountable. However, Ferrari has never changed his classic red bodywork. With Marlboro had no problem with the color "sacred" for the Italian team, in any case was to provide an acceptable dose of white. No wonder, then, that apart from Marlboro, another recent sponsor of Ferrari, a famous brand of the mobile sector - have also colored corporate red and white.

But apart from this great brand, associated with many other teams from the 70, but not always staying true to a certain team. Among the "faithful" can summon Gitanes who wore their colors on the Ligier for many years and Benson and Hedges that distinguished classic yellow Jordan since the late 90's until the demise of the team as such in 2005. By contrast, other brands - such as Camel - have been on various teams over the years: Williams, Lotus, Benetton ...

course, could cite other associations between teams and tobacco, but the most notable in recent years has been the gradual disappearance of tobacco firms of the F1 grid. The increasingly strict laws against advertising of snuff - especially in Europe - has come to expel these companies from one of his favorite commercial spaces. The investment was no longer profitable, a lot of money and very poor visibility (in the sense of marketing). Indeed, the difficulty of not being able to show the audience makes the circuits, and especially the viewers ¬ - eventually alienate these companies F1. Currently only tobacco sponsor Marlboro remains in F1, albeit very secretive in the Ferrari.

However, for years, the tobacco companies put in place clever marketing resources to somehow circumvent the restrictions and thus be able to show the public, albeit in a way - say - in disguise. In almost all cases the base color of the car and was in itself indicative of the sponsoring brand, but also some companies began to loop the loop imagination and attention. As an example, explain some cases.

In Marlboro colors opted to keep removing the explicit name of the brand, while the typical triangle was already significant enough. Nowadays, Marlboro is behind a white bar code. Rothmans brand (in Williams) was inclined to keep the initial R followed by a question. The settlement of Benson and Hedges was really creative, strategically removed some letters of the mark, leaving the remaining letters fully commercial message: "Be on edge." Camel also maintained in his classic yellow and merely replace the trade name for the team in question (eg, Benetton), but maintaining the shape and typography the original logo.

To rarities include British American Tobacco group, which in 1999 wanted to be more original than anyone to promote the two brands BAR (Lucky Strike and 555). However, the FIA \u200b\u200bnot allowed to present two cars with different colors, to be the same team, and then decided to advertise the two brands together to 50% on each car. Thus, the left half of the car showed the colors of Lucky and the right half, the 555. The final aspect of the car could be described as a bit extravagant. Then Lucky stood quietly in the body with its characteristic circle and some funny expressions like "look right "," look left "," look alike ", etc..

For its part, the West took up the tradition brand tobacco and sponsored McLaren until a couple of years the British team. Where applicable, the camouflage was to replace the logo of the brand by the name of the pilot, while maintaining the original form and typography. Thus, the cars looked at the sides the name "Mika", "David", "Pedro", etc. And on one occasion were more resourceful and used their visit to a country in Eastern-Hungary GP-to change its brand and turn it into "East". The Mild Seven, sponsors Tyrrell, Benetton and then Renault, resorted to translating its name in the Benetton stage (as was done with Camel), while in the stage Renault chose to wear the words "Team Spirit". In the latter case was the happy coincidence of yellow (Renault) and blue (Mild Seven), the same flag of Asturias, Alonso in full fever. You could say this was a marketing "rebound."

To end this article, include an almost humorous tobacco fever. Right in the twilight of this sponsorship, Williams wore advertising NiQuitin brand, a product to combat nicotine addiction!

Tuesday, June 29, 2010

is one of the figures in the NASCAR Sprint Cup, four champion and star all weekend in the most popular category in the United States.

From childhood this pilot is a champion. Started in Motocross. The current four-time Sprint Cup also devoted to charity. Being Jimmie Johnson in the United States is easy, but distinguish between the thousands and thousands of Jimmies bearing the same surname, no. Jimmie is why the four-time consecutive champion of Nascar, it may be common name, but with an unusual talent.

Perhaps his innate ability to drive a car at high speed could have been left unexplored, it typically comes from a family working and middle class in El Cajon, California, U.S. stratum called blue collar. His father worked in a tire service and mom drove a school bus.

A particularly liked the Johnson motocross, so weekends were always in places where they could put their machines rolling. Inevitably, the small Jimmie grew up imbued with this fever. While some say he started riding motorcycles at age 4. The truth is that when I was 8, and was the champion more than 60 cubic centimeters and was cited as a potential successor to Rick Johnson (another famous Johnson) who had seven national motocross titles.

However, after breaking seven fingers and unravel a knee in a fall, Jimmie paused in the competitions. When he returned, he did on all four wheels of the SCORE Trophy Trucks and Mickey Thompson Entertainment Group, which became famous in the issue of speed in the U.S. Under these arrangements, he won six championships in five years and he had time to be ESPN commentator on the subject.

was evident that a pilot so dominant not pass unnoticed. In 1998, following a pilot named Ron Hornaday Jr. is enrolled in a tournament of stock cars-roughly equivalent to NASCAR, "and immediately was the best rookie of the year, with such brilliance that debuted the same year national series of NASCAR Busch, the same route where he began the Colombian Juan Pablo Montoya.

And, as has happened to Colombia took three years to win again, for his first win was in July 2001 at the Chicagoland track missing.

There is ignited a string of hits, as Jeff Gordon, at that time the star of the Nascar, hired him as a driver of development in the Hendrick Motorsports, the most powerful fleet in the category. Three months later, Jimmie debuted in the NASCAR major series with a poor outcome, as 15 and finished ranked 39.

But that was a starting point for his 2002 season was admirable. He finished tied for fifth and Tony Stewart wins in the history of rookies with three wins, the first one in California, when he tore his race number 13 in the league. To that they added four poles, one in Daytona.

in 2003, was runner and in 2004, despite three straight wins and a brilliant campaign, he lost the title by eight points to Kurt Busch. It was believed that in 2005 nobody atajaría to the crown, but their four wins was not enough to be a champion, a title which finally came in 2006 and so far not been abandoned.

Jimmie Johnson gradually became the most famous U.S.: the king of NASCAR, one of the most popular shows and followed in that country. The 2007 championship saw him on the podium four times in the chase, to surpass his mentor and owner of the car 48 which leads today, Jeff Gordon, whose decline contrasts with the rise ward unstoppable. "Johnson and other NASCAR grueling walk, do not think this championship level is lower than the F-1 or other," Montoya told a few months ago.

cerebral Johnson is a broker, who can put the throttle when needed and will most likely wipe out the statistics, since only 35 years old and, at that age, in NASCAR, as are infants at 50, remains good as shown by winners Mark Martin, another circus hard.

In his private life little is known. Married to the beautiful model Chandra Janway, live in Charlotte near the clubhouse. In his life off the court with both devote the same commitment many hours to charitable foundations.

The annual golf tournament that bears his name and is sponsored by Lowe's, the same firm that bears their logos on the car 48, is one of its main activities and through this has brought together and two million dollars for various charities, all related to homes for the needy in the area where he was born, which is in line with the business of Lowe's, which is a huge supplier of building components and household items.

Friday, June 25, 2010

The Lotus 79 was a single car and revolutionized the world of Formula 1 in its time. Today we know a little history.

After winning three Cups between 1970 and 1973 builders, equipment Lotus was overtaken by rivals during the mid-1970. The star of the technical development of Lotus and Formula 1, Colin Chapman, tried all sorts of alternatives to regain a competitive car.

The starting point for the new challenge was to analyze the results of a project developed by a special investigation team Lotus. This team of technicians had been experimenting with wings similar to those we see in the current F1. Other designers also had approached the concept, but never had assurances and did not dare to take the next step for implementation.

Chapman insisted on continuing research on the use of airflow under the car, as well as wings downforce over the front of the chassis. The results of their work to harness the flow of air under the chassis came in the second half of 1977, when Mario Andretti won in the Grand Prix of Japan with a Lotus 77.

starting after much of the 1977 season, the performance of Lotus car was optimal. The successful model used 78 Cosworth DFV and Hewland gearbox. The monocoque was very narrow, while the barges were wide and low, housing the radiators and fuel tanks. These same pontoons had an inverted wing section, while the outer edges were lower storey to control the flow of circulating air.

The trail was very broad front to gain in stability. The suspension had her arms covered by wings that provided extra grip in high speed corners. The key factor was to bring the car as much as it could on the floor.

In 1977, Mario Andretti won four Grands Prix on board a Lotus 78, while teammate Gunnar Nilsson won one. Andretti was the driver who won more races and more winning Lotus car, yet the scoring system made the titles remain in the hands of Lauda and his Ferrari 312T2.

In 1978 Andretti and Ronnie Peterson won a Grand Prix each with a Lotus 78, before the 79 model was presented. The Lotus 79 was much more than a redesign of its predecessor. The model 79 much downforce generated by the aerodynamic development after the first tests they decided on a specially reinforced monocoque.

The new Lotus car had other innovations. Though the radiators were still in the pontoons (the water right and left oil), the fuel tank was in a cell between the cockpit and engine. The advantage was large, and I was underneath a heavy load in the center of the frame, allowing the center of gravity to keep it low.

These developments proved to be exceptional. The Lotus in 1978 was as reliable as fast on all circuits. Andretti won four Grand Prix races with this car, plus a victory with the previous model. 78 This is how Mario Andretti World Champion 1978 by a wide margin of points.

team mate Ronnie Peterson won once on board the Lotus 79 and won four arrivals second before his fatal accident at Monza. However, other teams have developed rapidly getting their cars on par with the results of Lotus.

In early 1979, the Lotus was another car in the lot. While there ended the successes of Lotus in F1, the contribution made by this team to the world of motorsport was decisive and unprecedented.

Friday, June 18, 2010

cmpeonato Review of the year 62, which enshrines the British Graham Hill.

1962 would see the birth of power British F-1 during the 60's both as teams, and pilots and the birth of two racing legends Jim Clark and Graham Hill. The first Lotus driver for a couple of seasons, finally had the model 25 of the brand founded by Colin Chapman, a model designed as a monohull that gave him a tremendous rigidity and that would mark much of the design guidelines in subsequent years.

The second great hope of BRM, had now at last with a V8 engine that would be the most powerful of the F-1 until 1966, although the car itself was not the most stable. Fashion V8 engines this season jumped substantially in almost all the teams, except Ferrari who suffered a major drain of engineers to the new German team and held a mechanical ATS earlier, losing ground would not recover until 1964.

The season started with different winners in the Netherlands (Hill), Monaco (McLaren), Belgium (Clark) and France (Gurney), the latter being the first and only victory for Porsche as its own team in Formula 1. The last five races were a constant duel between Clark and Hill. Clark took the lead in the British Grand Prix and Hill lunged for the championship with two victories at the Nurburgring and Monza.

The U.S. GP Glenn Watkins United saw a titanic struggle between Scotland and London that ended in favor of the first, Clark by nine seconds ahead. The world would be decided in the circuit of East London (South Africa) the penultimate day of the year (December 29). Clark was world champion for 61 of the 82 laps of the race until an oil leak gave the title to Hill.

Perhaps the word "give" is here just because Hill had lost earlier this year, the Monaco Grand Prix with a fault in similar circumstances, and certainly had earned the victory as they come.

Wednesday, June 9, 2010

The Canadian Grand Prix history has been marked by the career of Gilles Villeneuve, driver's native American country wings and gave life to motor racing in his country.

In the U.S., and therefore across North America there is some suspicion towards Europe. This is evident in Formula 1, which has never fully studded on American soil. However, this does not extend to the city of Montreal, which hosts the famous forward test of the World. At the time ChampCar and IRL currently dominate the U.S. automotive scene and Canada, and the GP of Vancouver or Toronto for the championships Americans try to outshine the territory F1 Canada. Yet like car racing and the pilgrimage to Montreal is the same now that the early 80's.

But Canada's relationship with the pinnacle of motorsport is not simply the Gilles Villeneuve street circuit since its premiere at the headquarters of the test was the Mosport circuit, located in Bowmanville, Ontario. Furthermore, in the first four seasons are alternated with the Circuit Mont-Tremblant (Quebec).

In these early years, as was the case until 1982 in Montreal (now known as Gilles Villeneuve in honor of the pilot who died during the Belgian GP, \u200b\u200b1982) the appointment in Canada was part of an American stage in the United States and Mexico were included and to be held after the passage through Europe in September and October. However, in the 80's he moved to the summer, position on the calendar that still lingers.

From the quotations in Mont-Tremblant Mosport and include the supremacy of McLaren, with four wins and two pilots in particular: Jacky Ickx and Jackie Stewart, who won only twice before F1 landed in Montreal, where a driver and a team dominate above the rest: Michael Schumacher and Ferrari. The German driver is more than comfortable in Canada, where most wins second circuit has won seven. Only Magny-Cours, with eight wins, is above the American path.

Meanwhile, Ferrari has won Montreal on ten occasions, the winningest team in Canada, a detail that might well consider Fernando Alonso, Scuderia, needed this year to achieve a good result . The Spaniard, of course, already knows how to win here, and in 2006 achieved a valuable victory with the R26.

Gilles Villeneuve circuit is a circuit where it's always fun things happen and that pilots are seen each year with more excitement and more enthusiasm. Nestled in the artificial island of Notre Dame de Montreal, the circuit hosted the first F1 race in 1978 and the local driver Gilles Villeneuve won the victory in the race with the lowest temperature of the history of the competition.

In 1982, in honor of the then recently deceased Gilles renamed the circuit Gilles Villeneuve and from 1983 is painted on the grid Salut Gilles slogan that read hundreds of banners in every track of the time. The track, however, have a history "black" like most tracks related to F1 for years. In 1982 Ricardo Paletti died at the output of GP to be trapped in their burning car after a collision with Didier Pironi.

Grand Prix 1997 is another dark memory. Olivier Panis, in the final laps, had an accident when they hit the wall. The pilot, who that year had won a third place in Brazil and a second in Spain, broke both legs and was cut short which was undoubtedly his best season in F1. He did not return to racing after eight races and many believe that this incident overshadowed the rest of his career.

But without doubt, the accident that everybody remembers every year is that of Robert Kubica in 2007. Then BMW-Sauber driver touched with the Toyota of Jarno Trulli in Turn 9, hit a bump in the grass, lifting the nose of the car and preventing it to stop or steer the car. So, hit the wall at a speed of 230 km / h, ending before the tenth turn of the path. The car crossed the track giving over several times to hit the opposite wall and rear brakes. He ended up in such bad shape that his car was feared the worst, but the Pole was only a sprained ankle and only missed the next race in Indianapolis. Of course, next year is indemnified by the best: achieving so far is their only victory in Formula 1.

The output of the GP tends to be uneven, since few years in which no driver abandoned the race after the first corner. In 1998 the race had to be abandoned by the accident involving Alex Wurz and Sauber's Jean Alesi. Wurz took over several times and fortunately escaped unhurt in an incident with Jarno Trulli and Johnny Herbert were also involved. Another critical point is the chicane to the finish line, the famous Wall of Champions with his slogan Bienvenue au Quebec, a wall that challenges riders and cut the wings to excessive daring. In 1999, four pilots ended up against the barrier and three of them were World Champions. Zonta, Hill, Schumacher and Villeneuve was given the nickname that still survives today in such a delicate point of the path.

Since its release, the Canadian Grand Prix has only been out of F1 three times: in 1975, in 1987, motivated by the changes that were made on the track, and in 2009, when economic problems left North America without a Formula 1 test. This year, becomes the pinnacle of motorsport.

Friday, June 4, 2010

Chronicle of a legendary Grand Prix of Argentina, as it appeared in the magazine El Grafico 1798 Issue January 1954.

just moments ago that ended the race for the Grand Prix of Argentina and we are now feverishly typing on the machine because the note is long and time is short. We do not know when that will have taken final decision on the protest claiming team Ferrari Juan Manuel Fangio softening because the stop at his place of replenishment for changing tires and get the mask of celluloid, so necessary to run the rain would have helped more employees than those stipulated by the international regulations.

We in the ears a number of explanations: on one hand, the claim, on the other, the explanation in the sense that the engineer himself Lugo had to take a mechanic pulls on the nervousness of the situation, went to work to exceed the number also would have increased the Balcarce who reached the mask.

The final decision will be taken when the magazine is in a machine, but this does not prevent us to make a brief comment. The regulation says in its second article that "complies with the provisions of the International Sporting Code of the Federation Internationale de L'Automobile and its attachments to the Sporting Regulations Driver of Argentina." That is the hard point regulation. If it should disqualify the winner of the event, which would be more painful, because the feat of Juan Manuel Fangio was wonderful and the transgression that may have occurred did not influence at all in his magnificent victory. It would be an unforeseen accident, without malice, without any intention, without the slightest premeditation because Juan Manuel did not go to the top because they have reduced drive train exprofeso who preceded him at the time that hit home the unforgettable, as show the numbers are unassailable.

Fangio stopped once the turn 61. Farina take time, as Gonzalez gradually lost terrain tires provided no ancorizados, essential in these cases. In the 55 lap clocked Farina 1h47m06s7/10; to 60 1h59m57s6/10. For those five circuits 12m50s9/10 employment. At 65, in full battle for the lead Fangio, Farina had a time 2h12m48s6/10; to 70 while still maintaining the tip, 2h24m40s2/10. Its time for the five circuits was 11m51s6/10. Ie, pressed by Fangio, 59s3/10 used less than in the previous five circuits. As far as we could ascertain, the signs so that Fangio abated his train were set when Juan Manuel Fangio had passed to the forefront

The struggle was therefore thoroughly, and each gave as to whether he had and could. Which have been three or five aides Balcarce when he stopped to change tires is another matter, shall be punished or not the regulations, shall be declared or not winning, but it is obvious that the track has expired Fangio in exciting career in a strong hit, overwhelming, tremendous and he has given us a show that we can never forget.

remains here our word. We understand that the rules are made to be fulfilled, but there was no bad faith or intent, or purpose contrary to the last letter written. Therefore we will race on the fringes of the final decision about the vexed issue. times Saturday in the classification tests, and told us something: Joseph Farina, Ferrari 1m44s8/10, Joseph F. Gonzalez, Ferrari 1m44s9/10, Juan Manuel Fangio, Maserati 1m45s6/10, Mike Hawthorn, Ferrari 1m47s.

These four men start in the first row. There are three Ferraris and a Maserati. To achieve this since Fangio "jumped" in depth. Three times he was swinging his time for a split, which succeeded. That is, hit the mechanical limit of its possibilities. His machine, six-cylinder did not have the same "low power" of the Ferrari, and a meager average circuit feature of the four cylinders were in line to track most of our Municipal Speedway Oct. 17. That was visible. Moreover, the Maserati Fangio brought that machine and one for Marimon, totally new. Experimentation came to a bridge and equipped with Dion, created this brand Dion Bouton in 1902 and just three or four years is starting to be used in special career.

But Pinocchio experiment designed to fail: a lot of temperature. Tested at Monza in cold weather, extreme heat found here, and practice it until it was necessary to cut the body in order to send air to oil cooler. Like Marimon did not fully, was assigned to it that of Louis Musso, the reigning Italian sport and one of the promises of racing in his country. Musso machine did not have the bridge Dion, but its engine offered more guarantees. Musso was going to run with the previous Marimon, alternating with Menditeguy, but the time trials was damaged that could not be corrected, horn and other other way to power Maserati Bira Musso was not to be possible to compete.

Marimón time in preliminary testing was 1m04s4/10; Trintignant, Ferrari, same time, Louis Musso, 1m48s2/10, Roberto Mieres Maserati Marimón to run at Monza, but now equipped with two-liter and a half, 1m49s; Menditeguy, 1m49s2/10, Bira, 1m49s3/10, Harry Schell, Maserati, 1m50s (we were told that this machine came with two-liter engine is the same that led to the Juan Manuel Fangio winning the Italian Grand Prix, the only victory for the Maserati over the Ferrari Formula One test No. 2), Humberto Maglioli, Ferrari, 1m50s2/10, Jean Behra, Gordini, 1m50s7/10, de Graffenried, Maserati , 1m53s; Roger Loyer, Gordini, 1m51s2/10, Louis Rosier, Ferrari, 1m51s6/10; Elie Bayol, Gordini, 1m52s6/10, and Jorge Daponte, with a recently purchased Maserati for him, and did not know, 1m56s.

As is clear from the times recorded, the Gordini would again be the underdogs in the race. Is that the operator has more lyrical engineer to afford to fight two powerful rival organizations. As for the first time it ran in reverse to clockwise, do not represent comparisons with earlier times. In addition, last year reached the statutory limitation of two quarts for normal power engines and the new formula is up to 2,500, with the other end of the 750 cubic inches with a compressor, which have not been made so far. However, we will say that in 1953 Alberto Ascari race marked 1m48s4/10, since rained in preliminary testing. If 1m44s8/10 now reached, the difference can be attributed to the largest displacement. It may be conceded that in one sense or another does not change the speed. As for the opinions differ. What justifies the change is that the pits are located after the line of arrival, as appropriate. Otherwise, it would be running the control tower place.

was to admit that the very proven Ferrari, with their engines have a long experimentation, had advantages over the Maserati, which came to an experiment and in a scenario that, as mentioned, was not ideal for most power in it. And although at the start, which seems to Froilan he jumped to the change, was the last, was visible on the dry ground showed the superiority of Ferrari hinted a day earlier. With Farina in the lead, pursued by Fangio. started the race, but the second round arrecifeño moved to fifth place. In the following we noted the positions: Farina, Fangio, Hawthorn, Gonzalez, Marimon, Mieres, de Graffenried, Bira, Schell, Trintignant, Maglioli, Behra, Bayol, Loyer and Daponte, having been Rosier on the opening lap when he went off the road and hit the fence, no other consequences that his desertion. In the 5th goes Gonzalez to third place and threatening to Fangio, who more than two circuits later, while Mieres Marimón evicts the fifth place and is producing an excellent career.

Meanwhile, Pinocchio has been experiencing difficulties in their machine, which will force him to arrest and, ultimately, abandonment. Unfortunately, the Argentine driver, such a brilliant performance at Monza, where he walked half the race alternated with values \u200b\u200bof the size of Fangio, Ascari and Farina, to the point of walking machines sometimes in tandem, could not demonstrate all their progress home .

watches. and the same eyes, we were saying that Maserati Fangio could not match the line running of the Ferrari, and testimony in this respect is the fact that the 11th was put through Hawthorn. It was not then. struggles of men but of machines, with three Ferrari had been placed at the forefront despite the Herculean efforts of Balcarce.

This is an aspect of the race, it is necessary to divide the evening: in the dry and the wet. Once the limit of the first hour, which identified a third competition, began to fall the first drops, then stopped to ask her González pointer mask film. thus losing the lead. It was thought that determination would have been hasty, but then, intensify the rain, it was accepted that he had "sniffed." unfortunately did not put tires ancorizados and that led to a derrapages and then gradually lose ground in the dramatic struggle underwater. As was once arrested and Pinocchio , in the 33 stood for the first time Roberto Mieres, and the 37 for Farina and the rear tires you put ancorizados.

Hawthorn Then he was in the vanguard, followed by Fangio, Gonzalez, Farina and de Graffenried. Volante that doing well on the wet. Hawthorn was in his element, but exceeded. and the 39 also had a spin, which would be followed by another more, and would need outside help to get your motor running, so it was disqualified Juan Manuel Fangio was found and the first time in the forefront, but the rain stopped momentarily, the floor was dry and Gonzalez rushed to return to the tip at the 43. But soon turned to rain and Farina, with his tires, saying the prosecution was to go gradually coming to the head of the dispersed lot.

Within an hour they had covered 33 circuits, the following would be six fewer. At times, and on the basis of the lap record in the 23 states with 1m48s2/10 González, the times were in excess half a minute. The derrapages followed one another, arrests, too, and in that environment was getting nervous at the time Fangio stopped to change and get his mask rolled celluloid. The average, which had been at 125.272 km / h to the fifth round, it influences the game, and reached the 127.928 km / h on the dry to 30, had gone down to 117.682 km / h at 60. At that point Gonzalez was kept in the forefront, but two derrapages Farina delayed and pronounced it was at that post to become the focus of the hit from Juan Manuel. It stopped at 62, starts from third place his career, his memorable reaction, his electrifying hit. Almost do not want to give credit to the clock, we can not accept what we say or what our eyes. How to discounts of 25 seconds in some laps? "They come down the forward progress?. As we stated at the beginning of the record that, under the circumstances, Farina also hurry, since there will be five laps down almost a minute part of the five previous tours.

So the clocks tell us when to learn of the protest, we refer to them. Fangio is that it runs much under water, and sometimes demonstrated, and an unforgettable race in Bern, far from home. Is that Juan Manuel runs, it runs. It seems it did not rain for him, or that it rained less. Why not stop by for change? Judged that it was still raining. and why. barely missing an hour of career he has played the last card. and places it on the gray carpet track in the gray afternoon, as a light of hope for millions of Mexicans, to rip the overcast sky and make the sun shine at the beginning of what seems an illusion and we becoming a reality. calculations we do with confronting the chronograph require the doubt. We look at the needles, we look back on the track and do not accept what is happening. But there is actually taking place, there on the track, we Fangio says it will soon be the leading edge and that victory will be yours. If there have been three or five assistants, this is a thing apart, is regulation. Fangio is not to blame if there was transgression, will not have been won but the resolution. unknown at the time, to take away the win on paper. The track is not paper, is asphalt. It is hard, and an electrifying run on the hard ground burin written in the capacity and audacity a glorious page to him and the Argentine sports.

scored in the 65 51s, with 38s in the next, in the 67 to 30s, to 23s in 68, when Gonzalez and goes beyond resolutely. shovin in pursuit of the pointer. The road course starts. Public who had been away for shelter from the rain resumed their seats in the stands. Are witnessing the impossible, are facing a legend have been told, a thing of magic. I'm so nervous that you might not be very accurate volume differences, the fingers do not respond quickly by pressing the hands that guide the hands of the chronograph. Now there are 23 seconds, then 14 and then 9, and in the next round comes to a machine Balcarce. Is like to faint. And when it comes to the forefront the thrill of the racetrack it says. It is a cry. handkerchiefs are flapping in the air but not for being wet, like a cry of "Goal!" that touches everything.

Fangio passed to the forefront and leaves. It is finished. Although it stops. You can even go home to take a hot bath and relax, leaving the race. He has served a fabulous feat. historical epic. We provide a break and did not score more. The clock is running around with their hands crazy. What do you like. If you stop, it stops too. We've Assisted a battle that will be unforgettable, we must remember that while we live. Right now, to revive her writing. facing the nerve notes have set us on end. And so we do not believe, or we have difficulty in what is seen and sense. We have many years of walking tracks and routes, we have experienced many intense moments, deep, all types, but this ... we do not compare. Revivámoslo ..

Tuesday, June 1, 2010

The rally driver Tommi Makinen was one of the sportsmen Highlights of this category thanks to his victory in four consecutive world.

This Finnish noted for his driving constant, its great maturity as a driver and his perseverance and effort demonstrated in the tracks. In addition we must add to these factors the good fortune of the Finn. An example is his World Cup victory in 1998 when he could beat his great rival, Carlos Sainz, English because he was about to enter the goal he stopped the car and could not start it, something that took advantage Makinen thus reaching the podium.

Tommi Makinen was born on June 24, 1964 in Puoppola, Finland, and in very small had to work on farms because their family had a farm. Your humble surroundings made him a very hard worker, persistent, and so very young began to feel much admiration for our engines. When only had five years of age and driving cars and tractors with that before going to school and was in command of a steering wheel.

Tommi Young had to devote himself to the farm to help his family when he was 20 he began to immerse yourself in the racing world. Tractor racing debut getting victory in this mode for two years. Regarding rally competition was in 1985 when it was dedicated to this category, making just one year later, the junior champion from the time Finlandia.A Makinen was mentored by his compatriot Juha Kankkunen but despite having some success in the European Championship and World no team offered him to become an official driver.

Finally when Jesus Puras Mazda left the team was Makinen who took his place by competing in the Rally of a thousand lakes where he got the fifth position in a vehicle that did not have much power or good prestaciones.Pero Makinen had demonstrated his good work as rally driver to what he was hired by Nissan.

In the year 1994 was the Ford team who offered to run the circuit of a thousand lakes with an Escort Cosworth official. A Makinen enthusiasm and the idea you decided to sign with Ford in that season. From this point to the Finn began a long series of triumphs that would lead him to be considered one of the best rally drivers in 1996 mundo.es when the Swede, Kenneth Eriksoon left the Subaru was Makinen who spent to occupy the place of first piloto.Gracias the vehicle that had: a Mitsubishi Lancer got the win in five circuits, that of Sweden, Kenya, Argentina, Finland and Australia. In addition to all this we must add that was the first time running in Africa and South America with their wins were even more merit. His performance this season was glorious thus crowned World Rally champion.

The following year the Finn was favorite who had also designed a car for their driving behavior so that despite some withdrawals on tracks such as the Kenya or New Zealand could become champion in Portugal, Spain, Argentina and Finland so again for the second time was done with the world title.

The following year it seemed that no one could snatch the top spot in world rankings to Makinen. This season again surprised his audience by winning in Sweden, Argentina, Finland, San Remo and Australia. Again stepped to the podium as world champion. In 1999 Tommi Makinen once again demonstrated its power by seizing the first place in Monte Carlo, Sweden, New Zealand and San Remo and being the first world ranked fourth consecutive year. A feat worthy one of the best drivers in the world. After four victories and the entry of 2000 Makinen began to be weaker in the courts because this season just took the prize in Monte Carlo going to take fifth place in the world rankings.

next season already Makinen took the victory in Monte Carlo and returned to compete in the rally of a thousand lakes in Kenya who had won on several occasions and that once again demonstrated that despite that was not world champion on the track supremacy was evident in this competition since African finished first five minutes of the second Harry Rovanpera was classified.

A year before his retirement in the 2002 season, Makinen managed to win the Monte Carlo being that their only victory came temporada.Cuando 2003 in the middle of August, Tommi Makinen announced his retirement at the end of the season. On that date Makinen was 39 years old and had 16 years dedicated to the competition. The four-time world rally champion decided to end his racing career, arguing that the changes planned for the coming seasons in the world championship had encouraged him to make that decision because I thought that was the moment right to retire.

Tommi Makinen dispute reached a total of 134 tests in the world championship and won by winning it 24 times.

Tommi Makinen said in rallying for his driving, his power on the wheel and its supremacy on the slopes that led him to proclaim himself four times world champion. So now the Finn is still admired in the world of motorsport as one of the best drivers with those who have told the rally circuit.